Internal-combustion-engine locomotive



April 15 1924. 1,490,501

J. H. BARNARD INTERNAL COMBUSTION ENGINE LOCOMOTIVE Filed Jan. 31, 19213 Sheets-Sheet 1 -FIG..1.-

April 15 1924.

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areas JOHN H. BARNARD, 0F BROOKLYN, NEW YORK, ASSIGNOR T0 AMERICANLOCOMOTWE COMPANY, OF NEWYORK, N.. Y., A CORYORATION 0F YGRK.

INTERNAL-COMBUSTION-ENGINE LQCOMOTIVE.

Application filed January 31, 1921. Serial no. 441,302.

To all whom it may concern:

Be'it known that I, JOHN H. BARNARD, a citizen of the United States, andresident of Brooklyn, in the county of Kings and State of New York, haveinvented a certain new and useful Improvement in InternalCombustion-Engine Locomotives, of which improvement th'e following is aspecification.

This invention relates to the application of internal combustion enginesto the propulsion of locomotives and to the driving of any apparatus ofsimilar load character istics, wherein it is required that substantiallythe whole load shall be started from a state of rest, and without theinterposition of slippin clutches or other devices, for permitting tliepower to be gradually applied to the load.

My invention therefore contemplates an a paratus of this character inwhich the pistons of the internal combustion engines are provided withpositive driving connections with an axle 0r axles of the locomotive, orwith a power shaft carrying the load, and one of the features of myimprovement comprises additional means for originating motion andassisting the piston effort in starting and in accelerating to a fairrate of speed for the engine.

As is well known in the practice of stem locomotion, it has been foundthat the use of a pair of double acting steam cylinders located insubstantially a horizontal plane, and having pistons provided with crossheads and connecting rods for directly operating two or more coupleddriving axles, has given the best results in providing the desiredflexibility and for accommodating the variations caused byirregularities in the surface of the track.

Another object of my invention is, there fore, to provide an internalcombustion engine traction unit approximating as nearly as possible tothis prior standard steam locomotive design as regards the arrangementof cylinders and pistons and their connec tions to the axles to give asimilar driving effect. For this purpose, I propose to use single actingcombustion cylinders of the two-stroke type, thus requiring double thenumber of cylinders in order to produce the desired piston effort ornumber of impulsesper revolution of the axle, and in order to providefor road clearance, flexibility and compactness, I preferably locate twopairs of opposed cylinders between the driving wheels and connect the.pistons of one pair to a. pair of staggered cranks on one drivin axle,and the pistons of the opposing cy inders to apair of staggered crankson the adjacent axle. The cylinders may be slightly inclined to thehorizontal in order to prevent interference between the connecting rodsof one axle and the cranks of the adjacent axle.

By this system of grouping, I obtain the advantage of steam locomotivedesign and produce an internal combustion engine traction unit ofminimum length having two pairs of opposed cylinders of maximum diameterfor two pairs of driving wheels located at a comparatively shortdistance, cen-' ter to center. The side frames and axle journals may beplaced outside the driving wheels and the axles coupled by side rods oncranks outside of the journal boxes. The axles, with their cranks, arethus maintained at the desired relation of lag or lead with respect toeach other and the pair are equivalent to a single axle of four throws,and having the same number of impulses, as in a steam locomotive. If asingle traction unit be suflicient for the power desired, the sideframes may be extended for a pair of trail wheels at one end, and aswivelled pilot truck at the other for a complete locomotive, or if itbe desired to employ two or more traction units, the frames may be adated to couple said units together either wit or without trail wheels.Where two traction units are employed for a locomotive, the two sets ofdriving axles are coupled together by a suitable mechanical connectionto maintain the desired phase relation between the power units, and thiscomprises another feature of my invention.

According to another feature of my improvement, the pistons of theengine cylinders are double acting, each having a piston rod extendingthrough the inner head of the cylinder and connected to a'sliding crosshead attached to the connecting rod, and the inner end of the cylinderat the side of the piston opposite the combustion end is used foroperating the engine by a compressed fluid, such as air, introducedthrough suitable valve devices, for assisting in the starting and theacceleration of the engine. By this means, each cylinder not only actsas an internal combustion engine, but also as a single acting compressedair motor during the return stroke, and the compressed air also servesto abstract some of the excessive heat from the cylinder walls, whichheat further increases the expansive force of the air.

In order to provide a storage of compressed air for use in the enginecylinder, air compressin means may be operated by the engine, or y anon-driving axle of the locomotive, or by other means, and I alsopreferably heat said comprssedair by the exhaust gases from the internalcombustion engine.

Another object of my invention is to reduce to a minimum. the period ofslow piston travel in starting and accelerating, for which purpose Ipropose to employ dynamoelectric machines adapted to be driven by otheror non-driving wheels, and to serve as generators tocharge a storagebattery during the periods of running down grade, and for retarding ordecelerating the train, and then, during acceleration or peak duty,utilizing the energy thus stored to actuate said dynamo-electricmachines as motors to assist in driving the engine. Further, I may usethis stored electric power to drive a second stage compressor, or I mayuse trailer truck wheels to drive this second stage compressor duringperiods of retardation or light duty, for compressing air to higherpressures for storage in smaller space. Then, during times when theworking air receivers are not being replenished, the high pressure airmay be used for this purpose, through a reducing valve, if desired, andthis compressed air may also be heated by the exhaust gases from theengine.

In the accompanying drawings: Figure 1 is a vertical longitudinalsection, taken substantially on the line 1-1 of Fig. 2, and showing, indiagram, an internal combustion engine embodying my improvement; Fig. 2,a plan of the same, with the upper elements removed to show more clearlythe arrangement of c linders and cranks; Fig. 3, a plan, showing thetruck frames and axles of two traction units coupled together, with thecranks in the desired relation; Fig. 4, a vertical longitudinal sectiontaken on the line 4-4 of Fig. 3; Fig. 5, a diagram, showing two pairs ofcylinders inelined. at any requisite angle, with a horiea-eater zontalplane through the axles of the two pairs of driving wheels, andindicating the proper lag or lead of'the cranks of one axle with respectto those of the other; Fig. 6, an enlarged detail, in verticallongitudinal section, taken on the line 66 of Fig. 7, of a flexibleconnection between the end sills of the abutting frames of two tractionunits; Fig. 7, a plan of the same; F ig.v 8, an end elevation of one ofthe end frames; and, Fig. 9, a horizontal section of the adjoining endsof two frames with a flexible connection between them.

To avoid unnecessarily encumbering the drawings, there are omitted manywell known parts and details which form no part of my present invention,such as fuel supply, timed valve mechanism for the combustion and theair ends of the engine cylindeis, ignition devices, electric and othercontrols, radiators for cooling circulating water, etc., all of whichparts are well understood by those familiar with the art, and there. areincluded only such features as are deemed necessary to a clearunderstanding of the invention and its operation.

According to the construction shown in Figs. 1 and 2, my improvedinternal combustion engine traction unit comprises two pairs of drivingwheels mounted on the respective axles, 11 and 12, each having a pair ofinside'cranks,'11 11 and 12*, 12, re

spectively, the cranks of each axle bein preferably arranged 180 degreesapart, an

the cranks of the respective axles being staggered with reference toeach other. The side frames, 13, supported on the journal boxes, 14,mounted on the driving axles, are preferably located outside of thedriving wheels, while outside of the frames the axles are provided withcranks, 11 and 12", connected by the two side or parallel rods, 15.Supported on transverse saddles, 16, carried by the side frames, 13, aretwo opposed pairs of cylinders, 17, 17, and 18, 1 8, the cylinders ofthe respective pairs being stag ered to correspond with the inside crans of the axles, andeach cylinder being fitted with a piston, 19, havinga rod, 20,

extending through a gland in the inner head of the cylinder and attachedto across head, 21, mounted to slide in guides, 22, and connected withone of the opposite cranks by a. connecting rod, 23. The cpnnecting rodsof cylinders, 17,17, are coupled to cranks, 11 ,11, of one axle, 11,while the connecting rods of cylinders, 18, 18, are. coupled to cranks,12, 12, of the other driving axle, 12.

The two opposing pairs of cylinders may be inclined upwardly in oppositedirections,

and the side rods coupling the outside cranks maintain the proper phaserelations between 1 the two axles. This will more fully ap car y greesapart, and that those of one axle shall be on center when those of theother "are 90 crank arm,

degrees from centers, then the crank pin, 11-, will be in the line 17-1l, when the 12, is at right angles with the line 18 12, and thediiference between the crank anglesis the angle formed by the extensionof the line 12 12, with the line 1Z 11, nrhich-will be seen to equal902m. However, it will also be seen that 2x=180g ,.hence bysubstitution, the desired angle equals 90(180 y) or 'y90. If the angleof.in'clination of the axes of the cylinders to the horizontal be, say24 degrees,'the angle at the intersection of the axes will be 132degrees, and the angle of the crank 12, will be 66 degrees when thecrank, 11*, is on center. In either case, the angular position of theside rod cranks of each axle would be formed 90 degrees apart,

.andtheir position with respect to the driv-- inner or air motor end orthe engine cylining cranks would form part of the determination of thecounterbalancing.

It will be understood that any suitable or preferred form of internalcombustion engine may be employed having suitable tim-.

skilled in the art.

ing valve mechanism and ignition, which parts, however, are not shown inthe drawings, as they are well known to those The outer end of thecylinder at the outer face of the piston serves as the combustion end ofthe cylinder,

while the other end of the cylinder at the opposite face of the pistonoperates as the compressed air motor end for assisting the engine instarting, and during heavy duty. Any suitable means may be employed forcompressing the air for this purpose, but I have shown a preferredconstruction 'comprising air compressing cylinders, 25., mounted axiallyupon the outer head of the combustion cylinders, and each having apiston, 26, and tail rod, 27, extending through a packing gland. in thecombustion head and connected to the main piston rod, 20. In this waythe air compressor may be driven by the rotation of the driving axleswhen running down grade,'or by the engine whenever desired, as whenworking under light duty, and operate to compress air through pipes, 28,into suitablereceivers or stora e tanks, 29, from which it flows throught e iii a second stage compressor, 35, driven by the axle, 36, of a pairof trailing wheels, the intake of the pump being connected to pipe, 28,and the receivers, 29, while the discharge communicates by a pipe, 37,with high pressure storage tanks or receivers, 38. The compressor, 35,may be provided with the usual valves, unloading devices and controllingmeans (not shown), whereby it may be thrown into' operation duringlight duty, as when descending grades and decelerating, and cut out ofoperation at'other times.

' In starting the locomotive, and at such other times of heavy duty, asmay be desired, compressed air is drawn from the low pressure receivers,29, through the heater, 30, pipes, 31, and suitable valve means to theders, where it exerts its pressure upon the inner faces of the pistonsduring, the outward or scavenging strokes at each revolution. If asuitable degree of pressure be maintained in the receivers, 29, thelocomotive can be started and a sufficient piston speed developed by theaction of the compressed air before the ignition is started in thecombustion end of the cylinders. The air motor may then be cut out ofeffective action, or may be continued to assist the engine dur-' ing theoperation of the combustion of gases at the other end of the cylinders,as desired. If the demand upon the low pressure receivers, 29, isgreater than can be supplied by the compressors, 25, or when it isdesired to concentrate the effort of the power cylinders, air from thehi h pressure receivers, 38, may be allowed to ow through a reducingvalve, indicated at 40, to reinforce the supply of the receivers, 29.This supplemental. supply from the high pressure receivers is alsopreferably passed through one of the heaters, 30, where it is warmed bythe exhaust gases from the engine.

The side frames, 13, may be extended at the front for a pilot truckhaving axles, 42, and swivelled at 41 to the frame. In order to utilizethese pilot wheels for traction purlocomotive in starting and duringpeak duty.

Where two or more tractive units are assembled together for onelocomotive, I prefer to have the frames for the same flexibly coupledtogether, and for this purpose, I have shown, in Figs. 3 to 8, a forgedbox end frame having curved end sills, 45, joining the side frames, 13,and provided with elongated slots, 46, at the box portion. The curvedend frames of two units. are then coupled together by a coupling, suchas shown in Figs. 6 and 7, comprising two link members extending throughthe slots, 46,

in the two abutting end frames, 45, one member having a head, 47 shank,48, and block, 49, carrying rollers, 50, secured at the end of the shankby adjustable nuts, 51, and the other member formed with a socketportion, 47, having shank, 48, with a similar block, 49, rollers, 50,and nuts, 51. The head, 47, fits within the socket, 47, with the capacity of relative vertical movement, these parts being located betweenthe abutting curved end frames, 45, while the rollers, 50, are adaptedto hear u on the inside of the curved end frames. s the traction unitsswing relative to each other in passing around a curved portion of thetrack, the coupling is adapted to roll upon the curved end frames andhold the units togetherwith the desired amount of flexibility. Thesocket portion, 47, may also be provided with rollers to engage theouter face of the curved end frames and thereby eliminate slack when thenuts are properly adjusted.

Referring to Figs 3 and 4, there is shown means for keeping the axles ofone traction unit in any predetelrmined phase relation withthoseof theadjacent unit, and while various forms of mechanical connections may beemployed for this purpose, I have shown, on each unit, a bevel gear, 52.mount-- I ed on the axle, 12, meshing with bevel pinion, 53, mounted ina suitable bearing, and driving a shaft, 55, through a universal joint,54, the rods or shafts, 55, 55, being joined at the coupling by asliding sleeve, 56, to form a slip joint. In a multi-traction unitlocomotive, 'it will, of course, be desirable that there be an evendistribution of the firing intervals in order to afford regularity ofdraw bar pull, and an even distribution of duty upon the several pistonsof the internal combustion cylinders. It will bea-piarent that thisadvantage will be obtaine in my improved construction having a positivemechanical connection between the axles of the adjoining units, and theuniform timing of the firing'interval will be ob- -rained by the properadjustment of the remotive, the combination of a double ended enginecylinder and piston having a combustion space at one side of the piston,and a fluid pressure space at the other side, a piston rod extendingthrough the end of the cylinder, a positive driving connection from saidrod to a driving axle, an air compressing cylinder mounted axially onthe combustion head of the engine cylinder, a piston in the compressorcylinder having a rod connected to the engine piston, and means forsupplying said compressed air to the fluid pressure side of the enginepiston to assist in starting the locomotive.

2. In an internal combustion engine 1000- motive, the combination of aninternal combustion engine cylinder and piston'having a positive drivingconnection with the driving wheels, air compressing mechanism operatedduring the running of the locomotive, means for heating said compressedair by the exhaust gases of the engine, and means for supplying saidheated com ressed air to the engine piston to assist in t e movement instarting the locomotive.

3. A traction unit for internal combustion engine locomotives,comprising a pair of driving axles, each having a plurality of drivingcranks, a plurality of opposed combustion cylinders having pistonspositively connected to cranks of opposite axles, and means couplingsaid axles together.

4. A traction unit for internal-combustion engine locomotives,comprising a pair of driving axles having inside cranks, oppositelyinclined cylinders having pistons positively connected to cranks ofopposite axles, and means coupling said axles together.

5. A traction unit for internal combustion engine locomotives,comprising a pair of driving axles, each havin a plurality of drivingcranks, and a plura ity of oppositely inclined cylinders having pistonspositively connected to the cranks of opposite axles.

' 6. A traction unit for internal combustion engine locomotives,comprising a air of driving axles, each havin a plura ity of drivingcranks, anda plura ity of oppositely inclined cylinders having pistonsositively connected to the cranks of opposite axles, the opposing groupsof cylinders and cranks being in a staggered relation.

7. In an internal combustion engine locomotive, a traction unitcomprising a pair of driving axles each havin a plurality of insidedriving cranks, side ames located out- 199 ma am side the drivingwheels, and a plurality of oppositely inclined cylinders having pistonspositively connected to cranks of opposite axles.

.8. In an internal combustion engine locomotive, a traction unitcomprising a pair of driving axles each having a plurality of insidedriving cranks, side frames located outside the driving wheels, aplurality of oppositely inclined cylinders also located between the sideframes and having pistons positively connected to the cranks of'oppositeaxles, and means outside said frames for coupling said axles together.

-9. In an internal combustion engine locomotive, attraction unitcomprising a pair of driving axles, each having a plurality of inside.drlving cranks, side frames located outside the driving wheels, aplurality of oppositely inclined-cylinders having istons positivelyconnected to the cranks o opposite axles, cranks at the ends of saidaxles, and side rods coupling said cranks.

'10. In an internal combustion engine locomotive, a traction unit,comprising apair of driving axles, each having a lurality of cranks, aplurality of opposite y inclined double ended cylinders, each'havin apiston with a combustion space at one si e thereof and a fluid pressurespace at the other, piston rods extending through the inner heads of thecylinders, cross heads attached to said rods, and connecting rods fromthe cross heads to the opposite cranks.

11. In an internal combustion engine comotive, a traction unit,comprising a pair of driving axles, each having a plurality of cranks,aplurality of oppositely inclined double ended cylinders, each havlng apiston with acombustion space at one. side thereof and a fluid pressurespace at theother, piston rods extending through the inner heads of thecylinders, cross heads attached to said rods, connecting rods joinin thecross heads of opposite, groups of cy 'nders with the respectiveopposite cranks, and means for supplying compressed air to the fluidpress re space in said linders.

12. n an internal combustion engine-.10- comotive, a traction unit,comprising a air of driving axles, each having a plura ity of cranks,aplurality of oppositely inclined double ended cylinders, each having apiston with a combustion space at one side thereof and a fluid pressurespace at the other, piston rods extending through the inner heads of thecylinders, cross heads attached to said rods, connecting rods from thecross heads'to the opposite cranks, compressor cylinders with pistonsmounted axially on the combustion heads of the engine cylinders, androds connecting the compressor pistons with the engine pistons. "13. Inan internal combustion engine lo of driving axles having a pluralitcomotive, a traction unit comprising a pair of driving axles, eachhaving a plurality of driving cranks, and a plurality of oppo-. sitelyinclined cylinders having pistons positively connected to the cranks ofopposite axles, the cylinders being sufficiently inclined to thehorizontal to avoid interference between the piston driving connectionsand the intervening axles.

14. In an internal combustion engine locomotive, a traction unitcomprising a pan of cranks, a plurality of oppositely incined cylindersand pistons, and positive drivmg connections from the pistons of saidcylintons of each set of cylinders with the cranlm of the opposite axle,the cylinders being sufficiently inclined to avoid interference be-.tween said driving connections and the intervening axles.

16. In an internal combustion engine locomotive, a traction unitcomprising a plurality of driving axles having cranks, c linders andpistons located above said ax es and having positive driving connectionsex-' tending from said pistons over an intervening axle to cranks on anadjoining axle, the cylinders being sufficiently-inclined to thehorizontal to avoid interference between said driving connections andthe intervening axles.

17 In an internal combustion locomotive, the combination of a pluralityof traction units,each having a plurality of driving axles provided withcranks, internal combustion engine cylinders, and pistons directlyconnected to said cranks, the units being flexibly connected together,and means for maintaining a fixed relationship between the cranks of allengine-driven axles. v

18. In an internal combustion locomotive, the combination of a pluralityof traction units, each havin a plurality of driving axles provided withcranks, internal combustion engine cylinders, and pistons directlyconnected to said cranks, means for coupling said driving axlestogether, flexible means for connectingsaid units, and a positivemechanical connection between the axles of adjacent units formaintaining a fixed relationship between all of said cranks.

19. In a locomotive, the combination with a direct connected internalcombustion engine, of meansfor storing compressed air,

mechanism operated by said stored pressure for assisting the internalcombustion engine in starting the locomotive, and a second stage aircompressor driven by an axle of the locomotive for storing the air atahigher pressure and for reinforcing the air supply.

20. In a locomotive, the combination with a direct connected internalcombustion engine, of an air compressor operated during light dutyforstoring a supply of compressed air, an air motor for assisting-theinternal combustion engine in starting the locomotive, a second stageair compressor driven during the running of the locomo- 4 tire forstoring the air at a higher pressure,

" JOHN H. BARNARD.

